Originally Posted by
SpringHeeledJack
I think that once Ireland aligned themselves with the EU, they received SO much inward investment that upgraded infrastructure and facilities all ovewr the country, though especially on the East coast/Dublin area where all the political decisions are made, it would have been unlikely that they wouldn't be a client state for the EU aircraft corporation ;-) despite many many years of loyal homage to Boeing, no doubt in part due to the ethnic Irish Americans.
Both the McDonnell and Lockheed products would have worked on the then route map, especially as the airline was handcuffed to the Shannon stopover for most of the US flights. Perhaps the smaller capacity of those aircraft might have been more profitable for Aer Lingus, especially over the leaner winter months.
The Trans Atlantic market ex Ireland was extremely peaky, in Summer all 3 747s were full and a 4th widebody was often leased in to help (BCAL Tristar for many years, World MD-11 too). However during winter, only two 74s were needed, with the 3rd often leased out to the above mentioned, or LAN Chile, or Air Jamaica.
2 767-300ERs entered the fleet around 1990, with the intention of launching an LAX route, but the aviation recession post GW1 put paid to that, and they were sold shortly after, 1 to TWA and the other to AeroMexico IIRC. Had they worked out, maybe Boeing twins would have been the future.....
As it worked out, Airbus needed someone to do the ETOPS proving work for the A330, and Aer Lingus were perfectly placed geographically to do this. EI got two A330s for pennies, and any and all spares needed to complete the ETOPS work for free. A330 #3 and 4 for the fleet were also obtained slightly used for virtually nothing from Airbus after Air Inter went bust.
Given where they were long haul pre COVID vs the Boeing days, things worked out well for them, although in the 80s or early 90s, a 757 / 767 combo probably would have been far more suitable than the 747s.